Metering and feeding device



2 Sheets-Shea?. l

Filed Aug. '7,

E F WHITE METERING AND FEEDNG DEVICE E. F. WHITE METERING AND FEEDING DEVICE Filed Aug. '7, 1922 MIM 2 Sheets-Sheet 2 H E, UF' CHJUUGO, LOIS.

tired .d FING- DECIR.

application met auguri r, ncaa. anni no. radici.

To all lwhom, z't may camera:

Be it known that l, FIZEKIEL FIELD WHITE, a citizen of the United States, residn at Chicago, in the county of Cook and tate of Illlnois, have invented certain new and useful Improvements in Metering and Feeding Devices, of which the following is a specification.

This invention relates to metering and feeding devices. One object of the invention is to provide a simple, durable and ecient fuel metering and feeding device which is capable of thoroughly pulverizing fuel for use in internal combustion engines under moderate pressure 'conditions as compared with pressure conditions required in the lDiesel type of engine,y and without they use of the elaborate auxiliary air and fuel apparatus necessary in the liesel type of engine.

Another object is to provide a device for accurately measuring and feeding iduids under economic conditions.

Another object is to provide a device for accurately measuring fuel, mixing it with air, compressing the mixture and discharging it in a highly pulverized condition into the cylinder of a gas engine in a. manner to meet the various requirements for economical and eiiicient operation.

Another object is to provide a simple and efficient method for preparing a fluid charge and treating same in a manner to secure improved results..

rf`hese and other objects are accomplished by means of the arrangement disclosed on the accompanying sheets of drawings, in which- Figure l is a vertical sectional view of my improved metering and feeding device shown applied to an internal combustion engine, which latter also is shown in vertical section;

Figure 2 is an enlarged vertical sectional view of the metering and feeding device;

Figure 3 is a vertical sectional view of the lower valved end of the device shown on a larger scale than that in Figure 2;

Figure i is a sectional view taken in the plane of line 4-4 of Figure 3;

Figure 5 is a top plan view of a member into which fuel is drawn from the plunger cavity by capillary attraction preparatory to being transferred to the compression chamber; and

Figura 6 is a vertical sectional view of the same member taken in the plane of line 6-6 of Figure 5.

'llhe :various novel features of the invention will be a parent from the following description an drawin s and will be articularly pointed out in tie appended claims.

My improved metering and feeding device is illustrated in connect1on with an internal combustion engine l() to which said device 1s applied. rlhe internal combustion engine may be of any approved type having a cylinder 11 in which a piston l2 is mounted for reciprocation. A valve i3, which in this case is an inlet valve, controls the main M supply of air to the combustion chamber lli, and a similar valve in the rear thereof., not shown, controls the exhaust of the waste products of combustion. i heating ele ment 15 used for the initial explosions is w secured to the inner end of a plug 16 which is threaded into one wall l? of the combintion chamber. der is surrounded by a water jacket 18. rlhe head 19 of the cylinder is also provided with space for the circulation of water. The head of the cylinder is provided with an opening into which my improved metering and feeding device is inserted so that the lower or discharge end of the device is loi cated to discharge a highly compressed and heated vfuel mixture into the combustion chamber lll. y

'llhe metering and feeding device includes a main casing member 2O and another'cas" f ing member 21. `Within the latter casing member 2l is a fuel supply chamber 22 into which the fluid or hydrocarbon to be measured and fed is controlled by a dont valve 23 mounted in a communicating supply receptacle 24, the hydrocarbon or other fluid bein supplied to the receptacle 24e through a va ve control opening 25 from any suit able source 26. The main casing member 20 has an annual portion 27 extending upwardly from a collar portion 28 formed intermediate the length of the casing 20. The upper end of the casing portion 27 is provided With a thread 29 with which a nut 30 cooperates for clamping the casings 20 and 21 together. rihe casing portion 27 has a plurality of openin s 3l through which hydrocarbon passes rom the supply chamber 22 into an annular space 32 surrounding a throttling sleeve 3? which also has a piurality of openings 3d through which the hydrocarbon may dow from the annular fn this instance the cylinspace 32 to the chamber 35 within the sleeve 33.

Mounted for guided reciprocation within the sleeve 33 and the casing 20 isa plun er 36 which may be actuated by any suita le mechanism. In this particular instance the upper end of the plunger is pivotally connected to one end of an arm 37 of a bell crank lever 38 pivoted at point 39, the other arm 40 of the bell crank lever havin a toothed segment 41 meshing with a toot ed segment 42 mounted on a bell crank lever 43 pivotally supported at 44. One arm 45 of the bell crank lever 43 is pivotally connected at 46 tothe upper end of a rod 47 which is actuated in an upward direction by a cam 48 and in a downward direction by a spring 49, the latter of which is interposed between an abutment 50 on the engine and an abutment 5l on the rod 47. From these operating connections it will be apparent that the plunger is given a direct positive upward movement, the downward movement being exerted through the spring 49.

The plunger 36 has a single groove 52 in which a measured charge of hydrocarbon is received from a supply point which, in this instance, is the space. 35 within the sleeve 33 and transfers such measured charge of hydrocarbon to a member 53 mounted in an enlarged bored portion 54 in the main casing 20. It will be noted that the member 53 has a plurality of circum-v ferentially spaced openings 55 extending downwardly and inwardly to channels 56 communicating with the central opening 56a in said member and throughwhich said central opening the plunger 36 reci rocates.l

When the lunger is in its lower imit of movement t e fuel carrying groove 52 therein is in open communication with the channels 56 and the openings 55 leading therefrom, whereby, when the fuel carrying groove 52 is within the member 53, the fuel is drawn from said groove 52 in the member 36 into the channels 56 and openin s 55 of the member 53 as a result of capi lary` attraction. When the plunger 36 is again raised, a partial vacuum is formed in the compression chamber 57 which is located in the lower part of casing 20, whereby when the plunger reaches its upper limit of movement and the openings 55 then being in open ccmmunication with the compression chamber 57, the hydrocarbon or fuel drawn into the openings 55 and channels 56 will be quickly drawn into the compression chamber 57, especially in view of the fact that the upper ends of the openings 55 are also in o en communication with atmospheric air t rough air connections 58. In other words, assoon as the plunger 36 reaches its upper limit of movement the fuel which previously has been drawn into the openings 55 and channels 56 is quickly forced into the compression chamber 57 by the suction action or the rush of air into the compression chamber 57.

The lower end of the compression chamber. is provided with a plug 59 through which an opening60 leading rom the compression chamber 57 extends. This opening normally is closed by a valve 61 formed at the lower end of a stem 62 havin an aperture 63 in the upper end through w ich a valve control spring or member 64 extends. This spring 64 iests upon the rim 65 of a beveled seat 66 formed between the upstanding legs 67 of the plug 59.

Let it be assumed that a charge of fuel and air has been forced from the intermediate member 53 into the compression chamber 57 when the plunger was in a raised position. Upon the next downward stroke of the plunger this mixture of fuel and air is compressed and when the pressure in the compression chamber exceeds the pressure in the combustion chamber 14, just prior to the piston 12 reaching'the upper end of its upper or compression stroke, the valve 61 vis opened against the tension of the sprin 64, whereupon the compressed and heate fuel mixture is shot into the combustion chamber 14 in a pulverized condition. In the combustion chamber such fuel mixture is combined with additional air which has previously been supplied to the combustion chamber 14 past the air valve 13. The final mixture of fuel and air is exploded initially as a result of an electric current being passed through the heating coil 15, and later as a result of the hot walls of the combustion chamber and the heat of compression of the air.

As mentioned above, the fuel is trans- .ferred from the fuel supply point 35 to the intermediate apertured member 53 by the single groove 52 in the plunger 36. Although but a single roove 52 is provided, a varied quantity of uel may be transferred thereby. In this connection it will be noted that the upper end of the sleeve is provided with a cam groove 68 in which is received the inner end of a set screw 69 which extends through a nut 70. Accordingly, if the nut 70 is rotated, the inner end of set screw 69 rides in the cam groove 68 in a manner to raise or lower the sleeve. The result of such action is to expose a larger or smaller amount of the fuel carrying groove/ 52 to the fuel in the supply chamber 35.

Referring particularly to Figure 1, ift will be noted that substantially the whole groove 52 is exposed to the fuel in the supply chamber 35 so that when the plunger is moved downwardly from this upward position, the entire groove 52 is filled with oil and transferred 'to the intermediate member 53. However, it will be appreciated that if the throttling sleeve 33 is raised with respect to the v Vtermediate chamber to said compression chambery where the fuel is compressed by said plunger.

4. In a device of the class described, the combination of a fuel su ply chamber, a compression chamber, a p unger having a fuel receivin portion for measuring and .carrying a c arge of fuel from said fuel supply chamber, a` member by means of which the fuel is withdrawn from said lunger by capilliary attraction, an associated air supply, and means for conveying said fuel from said capillary member by air from said air supply to said compresslon chamber where a mixture of fuel and air is compressed by sai'd plunger.

5. In a device of the class described, the combination of a fuel supply chamber, a compression chamber, a plunger having a fuel receiving portion for measurin and conveying a charge of fuel from said fuel supply chamber, an associated air supply, and a capillary member into which said charge of fuel 1s drawn from said plunger, said fuel being Withdrawn from said capillary member into said compression chamber with air from said air supply when the plunger is in a given position, said fuel and air being compressed by said plunger preparatory to being discharged from said device.

6. In a device of the `class described, the combination of a fuel supply chamber, a compression chamber, a plunger having a fuel receiving portion for measuring and conveying a charge of fuel'from said fuel supply c amber, an associated air supply, a caplllary member into which said char e of fuel is drawn from said plunger, said fuel being withdrawn from said capilla member into said compression chamber wit air from said air supply when the plunger is in a given position, a mixture of said fuel and air being compressed by said plunger preparatory to being discharged from said device, and a pressure control valve for controlling the passage of the compressed mixture from saidcompression chamber.

7. In combination, an internal combustion engine having a cylinder with a combustion chamber, and a fuel measurin device including a fuel su p compression chamber, a p unger having a el receiving*l portion for measuring and carrying measured charges of fuel from said fuel suppl chamber toward said compression cham er, an associated air supp a mixture of said fuel and air bein pressed by said plun er -within sai pression chamber, an valve for controlling the passage of said compressed fuel mixture `from said compression chamber into said combustion chamber when the pressure in said compression chamber exceeds that in the combustion chamber a predetermined amount.

8. In a device of the class described, the combination of a fuel supply chamber, a throttling sleeve mounted in said supply chamber, and a plunger having a fuel receiving portion for measuring and conveying from said fuel supply chamber measured charges of fuel, and means for varying the positlon of said throttling sleeve for controlling the measured amount of fuel received in said plun er.

described, the

and' feeding y chamber, a

9. In a device of t e class combination of a fuel supply chamber, a compression chamber, a throttling sleeve mounted in said fuel supply chamber, and a plunger having a fuel receiving portion for measuring and conveyin from said fuel supply chamber measure charges of fuel, means for varying the position of said throttling sleeve for controlling the measured amount of fuel received in said plun er, and a ca illary member for extractlng the fuel rom said plunger preparatory to being transferred to said compression member.

10. In a device of the class described, the combination of a fuel supply chamber, a compression chamber, a plunger having a fuel receiving portion for measuring and conveying the fuel from said fuel supply chamber toward said compression chamber in which the fuel mixture is compressed by said plunger, andi a pressure control valve for controlling the discharge of the fuel mixture from said compression chamber and including a spring which responds to variations in pressure.

Signed at Chicago, Illinois, this 28th day of July, 1922.

EZEKIEL F. WHITE.

a pressure control 

